Sleeping pilot
Only saw the first few lines of the story due the subscription but sacking him seems very harsh, assume there's more to this.
I'm back in my own bed every night, as are my colleagues. It is not unheard of for ATCOs to fall asleep in the seat either. Shift work is tough, we all have lives outside of work that intrude from time to time. I hope he is in a Union and this isn't the end of the matter for him.
I'm back in my own bed every night, as are my colleagues. It is not unheard of for ATCOs to fall asleep in the seat either. Shift work is tough, we all have lives outside of work that intrude from time to time. I hope he is in a Union and this isn't the end of the matter for him.
Join Date: Feb 2001
Location: terra firma
Posts: 175
Likes: 0
Received 0 Likes
on
0 Posts
Heard a very reliable story from directly from fellow commuter pilots dozed off and were actually intercepted in late 1990s. Prior to TOD and nothing really happened to them. However if a flight even scraped by P-56 in broad daylight they were sure to get a visit from Secret Service!
Join Date: Mar 2013
Location: UK
Posts: 51
Likes: 0
Received 0 Likes
on
0 Posts
On trains you have a dead man's handle that stops the train if the driver doesn't respond. While stopping a plane is not possible (unless its fitted with the new emergency divert/land system), surely its not beyond the bounds of possibility that something to wake the crew could be installed on the flight deck to generate an alarm if it is not responded to?
On trains you have a dead man's handle that stops the train if the driver doesn't respond. While stopping a plane is not possible (unless its fitted with the new emergency divert/land system), surely its not beyond the bounds of possibility that something to wake the crew could be installed on the flight deck to generate an alarm if it is not responded to?
Join Date: Mar 2006
Location: USA
Posts: 2,406
Likes: 0
Received 0 Likes
on
0 Posts
Speaking to friends at American, Delta, United, Atlas and Kalitta, they all operate flights that carry extra pilots. Obviously not every flight, but on some flights the airlines accept that legal doesn’t mean safe.
On trains you have a dead man's handle that stops the train if the driver doesn't respond. While stopping a plane is not possible (unless its fitted with the new emergency divert/land system), surely its not beyond the bounds of possibility that something to wake the crew could be installed on the flight deck to generate an alarm if it is not responded to?
If there was nil crew activity for too long (defined period, varied on phase of flight) it gave the crew a quiet nudge (e.g. EICAS message "Crew Response"), If that didn't trigger a button push from the crew then it escalates to a very noisy warning.
Can anyone State side confirm or deny?
My wife, who was a stewardess before I married her, went onto the flight deck of a Britannia in the middle of the night to find all four crew members fast asleep. She decided that this was not a good idea in mid-Atlantic, so went up behing the captain and said, 'Boo!' in a very loud voice. He was most unamused but it had the right effect.
I operated in Italy in the early 90's when three crew (a captain and two first officers) plus two serviceable FMC's constituted a "double crew". This allowed a flight time limitation of 24 hours which could be extended by half of any time spend on the ground. There were no limitations on the number of sectors flown and my worst day involved 11 flights and a duty period of 26 hours! Absolutely crazy but totally legal at that time.
Join Date: Apr 2008
Location: Lost in EU
Posts: 91
Likes: 0
Received 0 Likes
on
0 Posts
Someone should have warned the aviation establishment about fatigued pilots #ohholdon.I did.
I can' say to much because the contents of book two and three in the series Pulling Wings From Butterflies were presented to the police who are currently investigating the failures of the airlines and regulators to deal with fatigue issues.
Its the story of the aviation establishment don't want told, pilots and cabin crew are afraid to tell but passengers need to know.
So why is it pilots are complicit in this fatigue issue?
The following is taken from Book two;
“Ask yourself the following question. Would you make a stand in the interests of passenger and crew safety if you knew it would likely risk your career and position that you had spent decades and tens of thousands of pounds building? A career which, at least for the first few years, meant having no money and required two jobs to survive? Would you risk your family’s financial future and the probability that you could no longer service your financial commitments? Would you risk having your good name and reputation trashed, marked as “difficult”, labelled “dishonest” and have your “integrity” challenged by the industry establishment, all for doing the right thing?
If you concluded that no, you would not take a stand because of the enormous personal ramifications, don’t feel too bad. If you are reading this book sitting on an aircraft as a passenger, it will therefore come as no surprise that the two pilots currently sitting a few feet away from you in the cockpit will have quite likely come to the same conclusion, on more than one occasion. It’s not worth the personal upheaval to do the right thing. It’s just not worth upsetting management. Now, sit back, relax and enjoy your flight”
Excerpt "Pulling Wings from Butterflies - Tercio de Banderillas"
I can' say to much because the contents of book two and three in the series Pulling Wings From Butterflies were presented to the police who are currently investigating the failures of the airlines and regulators to deal with fatigue issues.
Its the story of the aviation establishment don't want told, pilots and cabin crew are afraid to tell but passengers need to know.
So why is it pilots are complicit in this fatigue issue?
The following is taken from Book two;
“Ask yourself the following question. Would you make a stand in the interests of passenger and crew safety if you knew it would likely risk your career and position that you had spent decades and tens of thousands of pounds building? A career which, at least for the first few years, meant having no money and required two jobs to survive? Would you risk your family’s financial future and the probability that you could no longer service your financial commitments? Would you risk having your good name and reputation trashed, marked as “difficult”, labelled “dishonest” and have your “integrity” challenged by the industry establishment, all for doing the right thing?
If you concluded that no, you would not take a stand because of the enormous personal ramifications, don’t feel too bad. If you are reading this book sitting on an aircraft as a passenger, it will therefore come as no surprise that the two pilots currently sitting a few feet away from you in the cockpit will have quite likely come to the same conclusion, on more than one occasion. It’s not worth the personal upheaval to do the right thing. It’s just not worth upsetting management. Now, sit back, relax and enjoy your flight”
Excerpt "Pulling Wings from Butterflies - Tercio de Banderillas"
B I N G O !!!
Fatigue is a REAL CONTINUOUS problem in today’s aviation…
Thread Starter
I think many of us who did Long Haul from the European side of the pond were very envious of the fact that it appeared as if the US operators stuck a third pilot on if the flight was oceanic in any way shape or form, and this requirement was down to Union agreements, rather then any benevolence on the part of the airlines..
Can anyone State side confirm or deny?
Can anyone State side confirm or deny?
Delta’s pilot contract requires a third pilot on any flight over 8 hours and a two Captains and two FO’s over 12 hours. As a rule the airline normally staffs most Atlantic flights with 3 pilots even under 8 hours to help reliability. US FAR’s on the return leg from Europe can specify a maximum total duty time as low as 9 hours for a 2-man crew. Any delays would force a cancelation without the third pilot. In addition you can’t call the crew at the Hotel and delay the pickup. Duty day starts at scheduled pickup unless you get about 10 hours prior notification.
I encouraged "controlled rest" if someone let me know they would like to "put their head down" for half an hour or so. That was during the time it was strongly discouraged by the authorities. My argument for it was this. It is better to have a crockpit crew member rested, rather than 2 or 3 cockpit crew members exhausted battling to stay awake for hours on end. No condition to act in an emergency. Nice to have at least one crew member "rested". IMHO.
Join Date: Mar 2006
Location: USA
Posts: 2,406
Likes: 0
Received 0 Likes
on
0 Posts
It certainly isn’t benevolence, but the airlines simply accept that some tight scheduling practices simply aren’t safe, so some flights get a 3rd pilot.
Take a round trip from NY to the Caribbean- it may just be doable with 2 pilots, but why risk the crew going fatigued down route and then having to cancel the northbound flight, when you can put a relief pilot on board, and operate more reliably?
My airline recently started service to a Caribbean destination a few times a week, where the schedule had a crew deadhead outbound, then operate the leg back home. After having significant delays when the first few crews were too tired to fly back, it’s now scheduled as a 48hr layover.
Take a round trip from NY to the Caribbean- it may just be doable with 2 pilots, but why risk the crew going fatigued down route and then having to cancel the northbound flight, when you can put a relief pilot on board, and operate more reliably?
My airline recently started service to a Caribbean destination a few times a week, where the schedule had a crew deadhead outbound, then operate the leg back home. After having significant delays when the first few crews were too tired to fly back, it’s now scheduled as a 48hr layover.
Join Date: Mar 2006
Location: USA
Posts: 2,406
Likes: 0
Received 0 Likes
on
0 Posts
Airlines here don't get that. They're fond of giving us 30 hr layovers where you fly until midnight on the first day, and then leave at 6am on the third day. The long layover looks great on paper though.
Join Date: Nov 2007
Location: malta
Posts: 196
Likes: 0
Received 0 Likes
on
0 Posts
I am about to start a europe-US east coast flight, 8hrs flighttime (back slightly less).
Reporting 11.50lt, finished at midnight homebase time. About 21hrs rest before flying back and to be honest, that works better for me than tagging another day onto the restperiod.
The second night I always sleep less well than the first and I feel more rested when flying back after only 1 night at destination.
